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Wednesday, November 26, 2014

Few photographs manage to capture how deep the San Juan Mountain range is, how extreme the differences in elevation can be between the lofty peaks and the valleys below. Adam Baker of Flickr managed just such a view when he and his friends were returning from a trek to climb Mt. Eolus. I have climbed enough to know that Eolus is a 14er that isn't for the novice or the faint of heart!◊

Monday, November 17, 2014

Kids and Christmas are a natural fit for
the magic and adventure of trainsPhoto: CarolinaWebDesign

If you're a kid or a kid at heart, Christmas is a special time. To a child, anything can be possible at Christmas. Accordingly, when you combine that with the magic and wonder of trains, memories can be made that last a lifetime or longer.

This year, instead of posting the updated Christmas Trains in Colorado, I was able to put together a permanent page with a map that will be available year after year and year-round.

Instead of a yearly post competing with previous years' entries for attention from folks (and Google), the page will be easier to find and use at their convenience. Additionally, a single source will keep old data out of the way.◊

Friday, November 7, 2014

So today's a little bit different. Today, we're going to appreciate some of John Hill's efforts at preserving a bit of history. Just because it says Cumbres & Toltec Scenic on the sides of the cars or that it was just last year doesn't mean it isn't historic or significant. The stuff these people do on the C&TS are just as worthy and require just as much strength as it did for the old hands of the D&RGW. And whether Mr. Hill's work is comparable to Al Chione or Otto Perry or one of the many photographers of the narrow gauge of years before is not for me to decide. But I do know what I like. And what I like keeps me watching John Hill's work.

Take, for example, the lowly mudhen 463. She's a teakettle, make no mistake, but she has been fortified with the efforts of many strong men who have worked hard to keep her faithfully steaming and, when she could no longer run, to keep at her until she could again. One thing Gene Autry's mudhen has taught me: Never give up on an old friend. If you stick with them, they will often surprise you with their strength of heart.

Today, I give you a 5 photo essay called,

Los Pinos May 20th, 2013

Photos by John Hill, supplemental text by Steve Walden, editor

On May 20, 2013, Denver & Rio Grande Western narrow gauge Mikado 463, the 13th of her class of K-27 locomotives, steams peacefully, about to begin a new day of work. Tell me she doesn't look fine, with her outside frame drivers so low they nearly fail to clear the spikes and her long, low boiler. That's where they get the name Mudhen, because they are so low to the ground.*

On May 20th, 2013, the Cumbres & Toltec Scenic Railroad called upon the pride of Antonito, donated to the city by Gene Autry in 1972, to pull in front of K-36 Mikado 487, one of ten workhorses that have been the mainstays of both the C&TS and the Durango & Silverton Narrow Gauge Railroad. Running across the broad San Luis valley toward Lava tank, you might be fooled into thinking this wasn't a mountain railroad.

With only the wind to tell you their true speed, the true battle is with gravity, and both locomotives are working with all their might to pull their train through Los Pinos, only a few linear miles between Osier and the summit of Cumbres, but quite a few more, considering the route used to gain the vertical feet between the two locations. May 20th, 2013, the two engines are making the most of the 0.8 miles of tangent track they've just covered as they round the curve to point them nearly 180 degrees in the opposite direction. With plenty of spring's snow lying about at this altitude, there are no doubts about this being a mountain railroad now!

Puffing away on May 20th, 2013, mudhen 463 and engine 487 show their worth to the Cumbres & Toltec Scenic as they have for so many years before for the Rio Grande. With a combined 198 years between the two engines, you'd think this scene would get a little old, a little mundane. Ho-hum, right? Not on your life, even if it were another date! But this particular date is pretty special.

As the train continues toward Cumbres Pass and Chama, the white flag on the back brings up the markers. The date, May 20th, 2013, contributing photographer John Hill would be the first to tell you, was the very first trip in well over a decade for little mudhen 463. She had spent nearly a dozen years idled by a desperate need for extensive repairs. Extensive to the point of stripping her down and rebuilding from the frame up. Spending her hundredth birthday and several more in the darkness of a shop was no picnic, and no way for the rarest of Rio Grande Mikados to survive. No, this return was special for many reasons, and many hands worked hard for her to return to steam.

History happens every day, but Los Pinos, May 20th, 2013, was special!◊

* - When first published, I originally called the class Sports Models, which is actually a common nickname for the subsequent class of Mikados, the K-28s. Special thanks to Charles Weston of Yahoo! Group DRGW for clearing this up!

Thursday, October 30, 2014

They say film is dead. Tell that to Chris May. A loaned camera, a roll of Tri-X film (Kodak black and white) and some time at Union Station with Amtrak's California Zephyr produced an opportunity to capture an image that feels timeless. "Union Station: Travel By Train." How many couples have stood on Union Station's platforms, Pullman coaches, engines and fellow passengers buzzing about them?◊

Friday, October 17, 2014

I've been following a photographer posting under the the name of "BUFFIE" for some time now. Their specialization is in industrial Denver's yards, so the scenic quality is harder to quantify, but today's photo is clearly a well thought-out effort. Here's a warm welcome and congratulations on making Photo Of the Day for the first time!

When Santa Fe revived the Warbonnet scheme in the early 1990s, the result couldn't have been more positive. The now-standard full-width nose of the cab strongly resembles the EMD full cowl body that so iconically represented the railroad during the zenith of its passenger service and the hood portion retains the "blue bonnet" feel from its more recent past in terms of shape and lettering. After the BNSF merger, the eventual decision was made to switch to a new combined paint scheme that reflected the "northern heritage" of BN as well as the Santa Fe, now known as Heritage 2.

Only last Monday (the 13th), BNSF 755 wears her colors as proudly as possible, while her bolsterless trucks and undercarriage rust more closely resembles the earth around her than the fine silver that matched her flanks. The GE Dash 9-44CW has just now received the full morning light of the sun to warm up with, while a puddle reflects the red, yellow, and silver that used to roam in far greater numbers--not once, but twice!--under the blue skies of America's vast southwest.◊

Monday, October 13, 2014

Amtrak killed the Ski Train in a blatant fratricide. So why is it still the subject of a Photo of the Day award, especially in a place its victim once called home? Because art and reality can be separated at times and because it can be unprofessional to let a grudge get in the way of artistic triumph.

Amtrak Train No. 5, the California Zephyr, makes its way through Middle Park approaching Fraser, Colorado in March 2003. It is presently four hours late due to the recent snow storm and when it leaves Frasier, it will be seven hours late due to freight congestion on the Union Pacific's Moffat Route brought on by the same storm. Not the worst delays ever seen by Amtrak, but it certainly doesn't help Amtrak's sorry reputation for poor timetable performance.1,2,3 That may have been why a grinchy Amtrak never could abide the Ski Train service from Denver to Winter Park and back that was seldom if ever so late.◊

Friday, October 10, 2014

On June 21st of this year, the Friends of the Cumbres & Toltec Scenic Railroad put together a video of a double header between Chama and Los Pinos. The Friends all-volunteer organization helps preserve the historic elements of the part of the Denver & Rio Grande Western Railroad's narrow gauge San Juan Extension that the C&TS operates. They paint. A lot. But that's part of what preservation is. They also do a lot of restoration that would otherwise lay undone.

Incidentally, I may be hearing things, but it sounds like someone is being a bit stingy with the sand or a bit too generous with the steam. Several times as the train climbs out of Chama, mudhen 463 spins her drivers. This is not all that good for the machinery or the rails. Working the throttle with a sensitive touch can keep the engine delivering the maximum energy to the rail.◊

Apparently, the Director of the Friends organization suddenly passed away last month. According to the Friends' announcement, Bob Craine suffered a massive heart attack on Sunday, September 21, 2014 at his home in Tulsa, Oklahoma that evening. He was 66 years old.

My prayers are with his wife, Debbie, as she grieves her loss. To me, it is a higher compliment Mr. Craine's tribute page shows that he was a good man who affected other lives for the better.◊

Monday, October 6, 2014

How could POTD not lead off with a Pumpkin shot? It's October! And early fall is no time to let your guard down with respect to bad weather Last year proved that well and good. A westbound BNSF manifest is stopped at Leyden on the Moffat Route in front of an eastern horizon with a color that might just give you shivers if you were heading that way.

Speaking of color, even if it wasn't power-short BNSF providing no shortage of color (orange predominantly), it still would be a profoundly colorful shot. Dark blue, gold, white, red, green, and all are mirrored in the train itself! Manifests, pumpkins and dark skies. Worthy, indeed!

On a side note, Kevin Morgan says about this train,

The westbound BNSF manifest was stopped on the main at Leyden because the head end had lost its comm link with the rear DPU. The conductor walked back to the DPU to try to get the link to re-establish. It was determined that the comm radio on the lead unit was broken, so a new unit had to come out of Denver to rescue the train.

Friday, October 3, 2014

There's something about being able to identify a locomotive. Perhaps being able to identify something allows a person to connect with the subject. This was a big deal in the days of steam when spotting a specific engine class could tell you not only what railroad, but whether it was a brand new lighwogjtstreamliner or a thundering Pullman heavyweight behind her. Today, identifying diesel locomotives in main line service isn't always simple matter.

For a complete guide on identifying locomotives,
this is probably your best bet! Schraders / Library

On one hand, when I first started trying to figure out the make and model out on the Moffat Route and elsewhere, there were EMD locomotives and GE locomotives. I quickly figured out a fast rule of thumb: The GE's always seemed to have an exhaust on the roof, usually in the middle of the hood section. These days, the exhaust is even easier to spot. I just look for the fluted aluminum stack sticking up about a half-foot above everything else. If it's there, it's a GE loco rather than an EMD.

On the other hand, Identifying the model of a locomotive isn't as simple as a quick look. While it's relatively easy to tell the difference between a GE and an EMD locomotive, it's significantly more complex a task to determine the model.

This isn't a comprehensive guide. There are books like Greg McDonnell's 2008 guide that are much more researched. However, there is a fairly consistent means of identifying the two most popular, state-of-the-art models by EMD that are in use on the Union Pacific railroad (as well as BNSF). It involves examining the radiators.

As you can see, the three different versions on top are all considered SD70Ms, and the fourth is the Tier 4 compliant SD70ACe. The 3 bottom locomotives all have flared radiators, but only the ACe's have space between the radiators and the end of the hood.

As late as 2004, EMD produced the previous version of the SD70s AC version, the SD70MAC, which might better explain the disparity in suffixes of the EMD model numbers.

Deciphering the EMD Model Numbers

SD stands for Special Duty because it was anticipated that this design would see only limited use as opposed to General Purpose (GP) road switchers. While GP locomotives have 4 axles, SD series have 6 axles, 3 per truck, with each axle powered independently. The notation for this by AAR standards is C-C. As far as it being Special Duty, EMD no longer produces any of the GP series.

70indicates the place in the series. As a rule, EMD numbered SD series on the 5s, but skipping 55 and 65. Since SD70, EMD filled SD75 and then SD80 and SD90 series in short succession, but the latter 2 were non-starters with design shortfalls. The SD70, like the SD40, has built a reputation for reliability.

M was applied as a suffix applied to comfort or safety cabs when they were the option and not standard. When the SD70M was introduced, the standard cab was the short hood, low nose design from the early days of EMD locomotives. Today, the situation is reversed, with any company that wants one to specify the Spartan cab. So far, the Spartan has but few takers.

AC Initially, all diesel electrics functioned using Direct Current (DC) produced by a prime mover as two phase AC and then rectified to DC. Today's AC units change that DC electricity to three-phase AC. This solves some problems that have dogged DC diesel-electrics for years.

One last thing...

Incidentally, I've appreciated Union Pacific's long-standing choice of the American flag for the side of it's locomotives. Sure, it's not a big leap from the UP shield to the flag, but being an American (and especially a Coloradoan) is particularly important to me.◊

Monday, September 29, 2014

Is it November already? No, but if you live on periodical publishing time like Trains magazine, it's close. November 2014 is Trains' technology issue, and they've reported on something I posited here last December: Photo/video shot via drone (page 7). Since then, I've seen them numerous times on geek blogs like Tested, but no one, to my knowledge, has sunk the money into the hobby and actually risked their robotic pride for elevation and for glory.

No one, except midwest-based Delay In Block productions and Evan Lofback of Knoxville, Tennessee, Trains reports. Rather than talk about how I envisioned the use of drones in railfan videos, I'd rather let Mr. Lofback show you exactly how good it can be. I've watched this quite a few times already and it's not getting old, even with diesels and eastern railroads!

So, nowdoes it make sense?

If you're itching to try it, I can tell you that the first one to upload on YouTube a Colorado railroad video using a drone and notifies me or leaves the link in a comment on this post will have it appear as the first video highlighted on the sidebar on Colorado Railroads.* It will be up for at least a month. That's exposure! A narrow gauge and/or steam train video by drone would last longer, given the scenic and aesthetic value.

Evan Lofback has quite a few drone videos on his channel worth your time if you're interested.◊

* - content must meet basic standards. No bonus, bounty, payment, or other benefit (expressed or implied) will be given. No links to non-railroad related sites.

Monday, September 22, 2014

Rio Grande 491 rides the turntable Friday afternoon under a beautiful blue sky. With restoration still to be done, she nonetheless looks like she's ready for work. Heading for the Monarch branch, perhaps?
Photo: John Hill, contributing photographer for Colorado Railroads

Rio Grande narrow gauge steam locomotive 491, Colorado's most recently restored steamer is part of the vaunted K-37 class. They were perhaps the largest, heaviest, strongest class of narrow gauge Mikados ever to work a narrow gauge railroad, with the possible exception of a couple of articulateds on the Uintah.

Starting life in 1902 as a Baldwin-built standard gauge locomotive for the Rio Grande numbered 1026, she was converted along with 5 other classmates to 3-foot narrow gauge in 1928. Additionally, Burnham shop machinists took her from a 2-8-0 wheel arrangement (Consolidation) to a 2-8-2 wheel arrangement, known as Mikado. The innovators in Denver's Burnham shops had no way of knowing that their work would long outlast the thundering, Big Boy-like articulated engines of the 2-8-8-2 L-131 class that saw work in the very same shops!

Yet, some parts of 491 make her twice as unique an engine. Colorado Railroad Museum intern Benjamin Fearn explains in the museum's Iron Horse News, the firebox of 491 has thermic siphons installed inside. Such devices worked to take more of the energy from the combustion in the fire and pass it into the water of the boiler. As it does, convection draws more water into the siphon to pick up more energy. Conservation and efficiency were useful concepts at Burnham, just like most steam shops of their day.

So, if everything goes right, 491 could be 13 years away--as a narrow gauge engine--in what could be a career not measured in years, but in centuries. As my favorite engine at the museum, I can't wait to see the completed work!

Friday, September 19, 2014

Perhaps nowhere--at least not in the last 40 years--is the idea of railroading in Colorado more realized than Tennessee Pass. A former narrow gauge route surveyed as a way to reach the riches of Leadville's mines and supply them, punched through the summit with a tunnel bore and classic lopsided profile of 1.7% grade on one side and 3% on the other, Tennessee Pass runs right through the heart of the state and until the Union Pacific merger in 1996, served with distinction as the highest mainline in the nation.

Tuesday, September 16, 2014

Ahem. After a few friends have poked me in the ribs, asking if I indeed knew this was happening at the Colorado Railroad Museum (I did, but family matters kept me away). I'm a little too excited, but I will keep my detached decorum. I will not geek out over a certain bit of news that just begs to be shouted from the summit of Mt. Elbert.

Monday, September 15, 2014

Denver's Union Station was almost slated for a date with the wrecking ball in the early 1980s. Then, someone responded to the call and formed a group called Save Our Station. And thank God they did! After millions of passengers, Union Station was due for an overhaul and RTD needed some way to tie FasTracks into one neat bow. Look no further than the Beaux Arts classic great room of Denver Union Station.

After millions of passengers, Union Station was due for an overhaul and RTD needed some way to tie FasTracks into one neat bow. Look no further than the Beaux Arts classic Denver Union Station.Photo of the Day: Christopher May

Looking for all the world like a cross between a wedding cake and a grand library, the inside of Denver Union Station is something to behold. Christopher May captured the newly restored, antique elegance that rivals any rail hub of any city anywhere. The great hall has never looked better! The timed exposure almost leaves the impression that the area is deserted. Always open, even late on a summer night for this photograph, Union Station may never close again.

Saturday, September 13, 2014

Just north of the border of Colorado near US-85, about equidistant between the outskirts of Cheyenne and the state line is Speer, Wyoming. Like most railroad places, it's just a spot on the map, a waypoint between here and there. In this case Speer is the junction where the north-south route of the old Denver Pacific connects with the main east-west Union Pacific Overland Route over Sherman Hill. This past week, 56 years ago, a Union Pacific Big Boy rolled westbound from Speer toward Sherman Hill with its manifest freight, and Dave Straight was there to photograph it.

Another September would never come for most of the Big Boys to haul freight. Just 10 months and 2 weeks to the day after this photo was taken, the same 4015 would make the last revenue run for any Big Boy over these same rails before being retired and eventually scrapped. Only 8 Big Boys were spared, including 4005 sitting at Forney in Denver and the celebrated 4014 undergoing restoration (as this is written) in Cheyenne, just a cinder's glide from where this was taken.

Special thanks to Dave Straight (and John Hill) for sharing this finely aged photograph with us.◊

Friday, September 12, 2014

Mike Armstrong is a photographer and videographer, posting on YouTube as CoasterFan2105. His body of work has grown quite a bit. So, as a showcase, Mr. Armstrong has put together a compilation of his steam videos and called it Steam Trains Galore! At the time of this writing, it has over 2.1 Million views. (You read that correctly.)

For 2 million pairs of eyes, the video is chock full of Colorado narrow gauge action (and a bit of RGSR's standard gauge engine 18). Thus, I've produced a small collection of notes detailing the different segments with links so you can skip to the parts that interest you. Honestly, my first impulse is to just let it run and see if you can identify the segments yourself. Just in case, however, I put the cheat sheet below.

Note: clicking the time links below will open the video in a second window (after an ad, which I have no control over, unfortunately)

15:48 - 17:50 SL&RG 18 eastbound from Alamosa across the San Luis Valley then climbing the grade toward La Veta Pass and topping the grade at Fir, CO. Finally, descending the east side of the pass nearing La Veta, CO

17:51 - 19:57 SL&RG 18 returns with the same consist climbing dramatically back over La Veta Pass to Alamosa. Notice the wheel slip by locomotive 18 starting at 19:10. Don't get stingy with the sand now!

Wednesday, September 10, 2014

In the better-late-than-never department this week, we have the Pikes Peak region TECO Train Show. According to the press release, the show is three days this Friday, Saturday, and Sunday. Tickets are $5 a person, or $8 for a family.

Friday, August 29, 2014

The Ski Train, that wonderful but lost Denver institution, once ferried Denverites and not just a few tourists to the mountains of Winter Park every winter for a day of skiing. It also ran during the summer, giving harried and heated residents some nature and natural air conditioning by ascending to the high country where the air is always a bit cooler. Sadly, in 2009, it all ended.* Nonetheless, in the waning years, the F40 engines and a matched consist made for a beautiful and glorious sight!

If the trees in the background look familiar, they should because yesterday's photo of the day was shot at nearly the same location. The Ski Train is pointing east toward the still rising sun while westbound toward the Moffat Tunnel and Winter Park on July 31, 2004, just 10 years ago. The brilliance of the Ski Train's aspen gold and silver looks just as fine as ever it did on the Rio Grande F7s and F9s. "In a few moments," Mr. Danneman says, "it will be traveling through Clay on the upper track at the top of the photo." You may need to click the photo to view it full size to discern the grade.

Thursday, August 28, 2014

The rising sun is one of the best ways to color your photographs. During maybe a half-hour at most, the sun shining through more of the atmosphere than any other part of the day as a natural filter, bathing everything in a golden, almost fiery glow. This is especially true on the Front Range because mountain shadows make evening shots with that natural glow next to impossible.

Mike Danneman is no stranger to POTD. Also his brother Tom Danneman had a single-photo, double-page spread on pages 36 and 37 (sample at right) in September's Trains magazine. So you might say it runs in his blood. His consistently good work has him sitting near rock star-status (if there is such a thing in the railroad photography world). Why are rock stars famous? Because they take something that is difficult and make it look easy. Today's Photo of the Day is a perfect example.

The Union Pacific sends its track inspection car over the Rio Grande's Moffat Route from Denver. Fair enough, except that the Moffat is west of Denver, putting the locomotives and the train heading west in the morning in their own shadows. But Mr. Danneman has shot the Moffat often enough to know that, in a quest for altitude, the track layers of over a century ago reversed direction to run the rail around the tongue of a mesa. This reversal is now called Little Ten Curve and Big Ten Curves, ten referring to their curvature. In that one spot, the westbound train would be facing geographic east. Be there at the right time and the rays of the sun will bathe the yellow train in a golden glow! Mike met the train in that 30 minute window and we see the magic results.

Wednesday, August 27, 2014

The summer sun is quickly fleeting away for 2014. Have you made it out to catch a few trains at work? Me neither. ☹ All is not lost, however. Labor Day weekend is fast approaching and that means that a lot of us have a few extra hours to slip away and photograph something that will last a lot longer than what most of us do for work. No one dies wishing they'd spent more hours working.

David Sheppard captured this bronzed bunch of Union Pacific locomotives led by 5711, traveling with a full load of coal southbound at Greenland, Colorado on the morning of August 20th, 2014. It's a common sight on the Front Range south of Denver, but does that make it any less glorious?◊

Tuesday, August 26, 2014

You may remember a post and a follow-up in late 2011 about the state trying to save the "Towner line" from being carved up by its erstwhile benefactor V&S Railway. Yesterday, Nathan Holmes of DRGW.net has posted news* and photographs showing recent activity, all of them destructive or foreboding to the former Missouri Pacific main line that once connected Pueblo and Denver with Kansas City and St. Louis.

Mr. Holmes was also out there in July covering a series of washouts that occurred July 15, when he also took a sharp picture of Union Pacific's sharp-looking heritage unit only a few miles from its former home rails. The MoPac as it is known is far from forgotten, with an historical society and an employee association and quite a few fans. Along with the Rio Grande and Western Pacific, the Towner line served to connect Gould's railroads to threaten the Union Pacific and all other transcon routes.

There is, DRGW.net says, at least one offer in front of the Federal Surface Transporation Board to buy the line outright. The worrisome sightings by Holmes and others interested in this line are indicative that V&S intends to scrap the line outright, regardless of its legal obligations. Why else place the scrapping equipment in key areas? It's like finding a circular saw and saw horses along a fence a neighbor wants to remove from your common property line. What are they planning? Wouldn't you ask your neighbor about his intentions?

One final bit of thought, and it is directed at those who might file Towner Line under "so what?" Once rights-of-way are gone, they are next to impossible to recreate or recover. If Pueblo wants east-west passenger service, Towner would be much easier to keep than to buy space on BNSF.

A message sent to V&S seeking a statement about the Towner Line via their site has yet to be returned.◊

4. You should ride the C&TS from Antonito. Wrong. You can ride out of Antonito, but if you really want to experience a hard working locomotive on a 4 percent grade, schedule your trip starting in Chama so you can truly experience the drama of a train on Cumbres Pass.

How often have I seen Antonito like this in the
morning? More often than Chama for certain!Photo: John Hill, contributing photographer

Jim, while I enjoyed the whole post, I want to disprove this particular myth so much that it is on my bucket list! I've always ridden the Cumbres & Toltec Scenic from Antonito, Colorado and never from Chama. Last year, I promised myself that the next time I ride, it's going to be behind a Rio Grande 2-8-2 barking steam and coal smoke out it's stack as it climbs into Colorado over Cumbres Pass and idles down Tanglefoot Curve. My very first time seeing the narrow gauge C&TS was watching a train come down through that beautiful little bit of engineering. It's going to be special!

8. They’re not worth visiting except in September when the Aspens turn yellow. Not true. You’ll see great scenery any time of the year. Yes, the Aspens are spectacular with their translucent yellow leaves, but anytime is a good time to enjoy the narrow gauge.

Anytime, indeed! While aspen gold makes a beautiful contrast with the evergreens and the darker-blue-than-at-sea-level sky, it's not the only color that Colorado has to show. The subtle shades of spring and summer, the regal robes of winter in Cascade Canyon and all over Pikes Peak for most of the year.* Think of your own home or neighborhood or park. Is fall when it's the most beautiful? Maybe. Do other seasons give autumn a run for the money? Most likely!

There's more, lots more. Wrinn writes only what a veteran of riding all the Colorado Narrow Gauge Railroads knows. He finds himself in good company, as his closing quote of David P. Morgan proves.◊

Welcome!

Welcome to Colorado Railroads, a site for the fans of past and present railroads serving the Centennial State in the USA. Its editor is a Colorado native, whose fascination with trains started at age 5 in Durango with the smell of creosote, sweat, steam, and coal smoke, the sight of a headlight and smokestack down the tracks, and the sound of an engine whistle echoing off canyon walls. The question isn't "What's so fascinating about Colorado's railroads?" It's "How could anyone not be captivated by such a beautiful and rich experience?" more